Railway-rail



(No Model.)

J. M. BROSIUS.

RAILWAY RAIL.

No. 367,500. lPatented Aug. 2, 1887.

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UNITED STA-TES PATENT OFFICE.

JOHN M. BROSIUS, OF ATLANTA, GEORGIA.

RAI LwAY-RAIL.

SPECIFICATION forming part of Letters Patent No. 367,500, dated August2, 1887.

Application iledApiil 1D, 1887.

Serial No. 235,429. (No model.)

To LZZ whom it may concern.-

Beitknown that I, Jenn M. BRosIUs, a citizen of the United States,residing at Atlanta, in the county of Fulton and State of Georgia, haveinvented a new and useful Railway- Rail, and I do hereby declare thefollowing to be a full, clear, and exact description of the invention,such as will enable others skilled in the art to which it appertains tomake and use the same, reference being had to the accompanying drawings,and to letters or tignres of reference marked thereon, which form a partof this specification.

This invention relates to improvements in railway-rails, and has for itsobject the supplying of a cheap,dnrable,v and strong rail that iscapable of being easily repaired, and safety attachments for the same;and it consists of a base-rail, a cap-rail, of any form, on top, Yaguard-rail, ajoint-fastening for the base-rail, and a joint-fasteningfor the cap-rail, as will be hereinafter fully described, and thenspeciically claimed.

In the accompanying drawings, Figure 1 is a side elevation of my device.Fig. 2 is a plan showing the device and the forni and position of theguard-rail. Fig. 3 is a cross-section at ajoint of the base-rail,showing the parts as ordinarily applied,and also the base-rail fasteningin section, but not showing the guardrail. Fig. 4 is a cross-section atajoint in the cap-rail,showing means of attaclii11g the guardrail andalso the end fastening for the caprail. Fig. 5 is a cross-section at ajoint of the eap-rail,showing the manner of applying en e of the manykinds and shapes of rails that are applicable to the base-rail shown,the cap=rail shown being, for convenience of description, a rail such asis commonly used in street-railways.

In the drawings like marks of referencel referring to correspondingparts in the several views, the parts shown are asfollows:

A is the base-rail, which has iiange's on its bottom substantially thesame as the flanges on the ordinary T-rail, and has a web, a, projectingAupwardly from the center of these flanges,wl1ich is tapering frombottom to top. This taper, however, is not confined to the exact angleshown, but may be made of any angle that 'is found practicable.

The cap-rail B may be of any conformation provided that it has theindentation shown,as this form may be varied to any extent withoutinterfering with the practical application of any of the parts ofmyinvention. The lower part of the cap-rail B has downwardly-projectingflanges b, as shown in Figs. 3, 4, and 5, the space between the innersides of which conform to the shape of the tapering web on the base-railA, by which web it is held in an upright position. The two bottom edgesof the flanges on the cap-rail are beveled andare provided with seats ornotches of the same form along each side of the tapering web on thebase-rail A,for the purpose of assisting the bolts d in counteractingany tendency of these flanges to spread. The cap and base rails arefastened together with the same bolts that fasten the fish-joints or anyother fastening used at the rail ends, in conjunction with the boltsd,passing through the flanges ofthe chaprail and the web ofthebase-rail. The j ornts in the cap-rail and the joints in the base-railare broken in order that there may be no weak places in the rail atjoints, and also none of that breaking down at the ends of each rail,which is the greatest fault to be found in the ordinary T-rail. Thejoints in the cap-rail are secured by the sh-plates D, substantially asshown in Figs. 3 and 5, while at the joints of the base-rail is used thechair a, which is bolted to the flanges ofthe base-rail by means ofthebolts c', as many in cach side as are found necessary. The guard-rail O,I place in the outer side of each or either rail, as shown in Figs. l,2, and et. It differs from other guard-rails in that the horizontal partthat projects out from the main rail is just a little below the level ofthe top of said rail, no space being necessary j for the flange of thewheel. The upwardlyprojecting flange rises above the level of the mainrail,thereby preventing awheel from derailincnt by the outer edge of thetread of the wheel coming in contact with it. This rail should be bentoutwardly at the ends for the purpose of preventing the wheels fromriding it should they be slightly shifted in its direction. Thisguard-rail will also counteract any tendency ofthe wheel-Harige to mountthe rail, which is the cause of many accidents. This guard I place onbridges and approaches thereto, sharp curves, precipices, and any otherplace on the railway where it is needed,

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in which places it obviates the necessity of slowing atraiu down,andconsequently much loss of momentum is saved. This guard-rail has adownward flange, c', as shown in Fig. 5 4, which takes the place andperforms the functions of the fish-plate fastening whenever ajoint inthe caprail is covered sufiiciently by it.

I am aware that it is not new to form a rail- Io way-rail of two or morepieces united so as to form a compound rail; neither is it new toernploy guard-rails secured to the ties adjacent to the main rail toprevent derailing of rollingstock. I do not therefore claim suchdevices, 15 broadly.

JOHN M. EROSIUS.

Vitnesses:

A. P. VooD, Tiros. M. MCKINNON.

